Internal-combustion engine



March 19, 1929. DU 3055 1,705,638

INTERNAL COMBUSTION ENGINE Filed. Jan. 6. 1928 4 Sheets-Sheet l MILTONF. DuBosE.

INVENTOR.

A TTORNEY.

March 19, 1929. M. F. DU BOSE 1,705,638

I INTERNAL COMBUSTION ENGINE Filed Jan G. 1928 4 Sheets-Sheet 2 n Hll L'l Mmow F DuBosE. INVENTOR.

A TTORNE Y.

M. F. DU BOSE INTERNAL COMBUSTION ENGINE Filed Jan. 6. 1928 4Sheets-Sheet 3 MILTON F Du 505E.

INVENTOR.

I WGNM A TTORNEY.

Match 19, 1929.

1,705,638 M. F. DU BOSE INTERNAL COMBUSTION ENGINE Filed Jan. 6. 1928 4Sheets-Sheet 4 IN VEN TOR.

BY 1 M A TTORNE Y.

MILTON E DuB'osE Patented Mar. 19, 1929..

UNITED STATES MILTON F. DU BOSE, OF DALLAS, TEXAS.

INTERNAL-COMBUSTION ENGINE.

Application filed January 6, 1928. Serial No. 245,014.

This invention relates especially to machines of the double-actingcylinder type and has as its general object to provide an engine of thistype which will possess greater efliciency than those now in use.

One of the primary objects of my invention is to eliminate stuffingboxes and the troubles caused by them especially in internal combustionengines.

Another object of this invention is to provide a construction which willpermit each piston to be continually under power and also to insure thatthe engine will operate substantially without vibration and without anyappreciable noise and in which the power delivered to the power shaft ofthe engine will be of a constant nature, thereby permitting of anexceptionally flexible control of the speed of operation of the engine,which is a most desirable feature in engines used in automobiles.

Another object of the invention is to provide an engine which will beexceptionally simple in construction and economical to manufacture, andin which the parts are so assembled and constructed that repairs andreplacements, when they become necessary, may be effected with a minimumexpenditure of time and labor as well as a minimum cost for materials.

Although the drawings in this application represent the applicability ofthe foregoing to internal combustion engines, the applicability of thismechanism to other uses will be obvious from the accompanying drawings,in which:

Fig. 1 isa perspective of an engine with four cylinders.

Fig. 2 is a perspective of an engine with two opposing cylinders.

Fig. 3 is a section on the line 33 of Fig. 2.

Fig. 4 is a side elevation of one of the cylinders with a portion of thecasing cut away to show the inside mechanism.

Fig. 5 is a front elevation of one of the cylinders with a portion ofits casing cut away to show the inside mechanism.

Fig. 6 is a plan view of a cylinder showing the relative position ofparts in the head of the cylinder.

Referring to the drawings in detail, I have shown an engine providedwith a crank case or base 1, the shape of which will be determined bythe number of cylinders and the conditions under which it is to be used.For instance in a stationary engine the cylinder would be horizontal andthe base of very different construction.

Although the cylinders can be cooled by air or water jacketing, it willbe noted that in the drawings the engine is shown as water cooled, beingprovided with the outer wall 2 of the water jacket. As shown in Fig. 3,connecting rods 3 are positioned on each side of the cylinder, which isprovided with an exhaust manifold 4. Through pipe 5 C011lpressed air issupplied to the cylinders, each of which is provided with an air intakevalve 6 for scavenging air to clean the cylinders of the products ofcombustion, while the exhaust of the engine is through ports locatednear the middle of the cylinders. Immediately after the exhaust port isclosed, valve 24 opens to admit the combustible mixture of fuel vaporand air, and then the remainder of the return stroke of the piston isthe compression stroke. For ignition, a spark plug 9 may be operated byany standard timing device, not shown.

As shown in Fig. 3, the crank shaft 10 of the motor extends through bothsides of the crank case 1. To one side the driving mechanism for the aircompressor, fuel pump and lubricating pump is attached, while on theother side of the case the flywheel and universal joint or other meansfor attachment of driven machinery is placed. A piston pin 11, extendingall the way through to the outside of the outer walls, serves also as across head pin,'havin a bearing 12 in the trunk piston 13, mova lewithin the outer jacket wall 14, water jacket 15 and inner jacket wall16, which latter also forms the cylinder wall. Slots 17, formed in thewalls of the cylinder, guide the piston pin 11 when reciprocated by thepiston 13. The connecting rods 3 are journaled at 18 to blocks 19, whichin turn are journa-led at 20 to crank shaft 21, provided with three mainbearings 22. A fl Wheel 23 is secured to one end of the crank shaft andis adapted to have a driven belt,- mounted thereon, as in the case of astationary engine.

The combustible mixture is introduced through the intake valve 24 whichis operated by a rod 25 formed with extensions 26 and 27 engaging oneach side of cam 28, which is so positioned on crank shaft 21 that itwill operate the valves when the piston is in the proper position forthis operation. An intake 29 for scavenging air introduced through valve6 receives a supply of air under pressure through pipe 30, which can beassembled to the motor east through 4 or cast in unit with 4 orassembled adjacent to 4 for the'pur'pose of heating the air beforeintroducing it into the cylinders. Fuel is supplied through pipe 31 andintroduced into the mixing chamber 8 to be mixed with air from pipe 30,While exhaust ports 32 are provided, as heretofore mentioned.

Having thus described the invention, what I claim is:

An engine of the double-acting type, comprising a crank case, aplurality of power cylinders, each having its cylindrical walls providedwith oppositely disposed slots, a piston slidable in each of saidcylinders, a crank shaft extending through opposite sides of saidcrankcase, a piston pin journaled in each piston and extending throughopposite sides of-said cylinder and guided in said slots whenreciprocated by said piston, a block journaled on said crank shaftadjacent each end thereof, a pair of connecting rods having their outerends respectively journaled on the outer ends of one of said piston insand having their inner ends respective y pivoted to said blocks, asecond pair ofconn'ecting rodshaving their outer ends respectivelyjournaled 0n the outer ends of the other of said piston pins, and havingtheir inner ends respectively pivoted to said blocks, inlet and exhaustvalves for each of said cylinders, and means for opening and closingsaid valves, comprising a cam journaled on said crank shaft adapted tobe engaged by a rod having contact points positioned on both sides ofsaid cam.

In testimony whereof I affix my signature.

MILTON F. DU BOSE.

